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Single test: Ducati 848 EVO

Black and sharp: the Ducati 848 EVO

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Not following the mainstream is both a blessing and a curse. You become a black sheep, but also an individualist. PS tests the Ducati 848 EVO. A motorcycle between all displacement and performance classes.

Single test: Ducati 848 EVO part 1

What a surcharge the 1198 is! A Ducati twin on par with the ultra-powerful four-cylinder 1000s. It holds against it with tremendous V2 power and brute performance, shredded rear tires and lap records with brutal thrust.

It goes without saying that every upright sports driver has to resort to the Ducati 1198 or even the 1198 SP. Is it so uncool to ride with your little sister, the 848 EVO, at the chip shop or in the paddock? Care Racer. If you want to grab an 1198 by the horns, you have to be fit and always fully concentrated. Relaxed wagging around corners is not there – every drive off on the Sunday lap becomes the starting gun for qualifying.

W.it ticks like that, who sees its fulfillment in it – attack! For everyone else who wants to experience stress-free power and still experience a lot of Ducati spirit, the 848 EVO should be tried out. Southern French regions are currently ideal for the detailed PS test. The winding country roads around the Ardèche are salt-free, have little traffic and are ideally suited to spur the Ducati in detail.

Despite the spring-like sunshine, the mornings are only six degrees. A temperature that turns starting the 848 into a longer organ concert and robs the non-adjustable steering damper of any sensitivity. With the twin reluctantly called for duty, the first meters are drunk and lurching along beautiful streets. First of all, the brand new tires have to be started up and brought to operating temperature. The scolded steering damper also slowly warms up and reduces excessive damping. But after a few kilometers you can finally turn the whisk with courage. These curves are wonderful, robust and easy to turn, this twin! It quickly becomes apparent that the 848 EVO is not built for strolling or traveling. Ergonomically, it is identical to its big sister, makes a bed with sporty rigidity and already tortures the buttocks and wrists after 200 kilometers. But it doesn’t get that far, because the supposedly 15.5 liter tank is already sucked empty after 157.5 kilometers of brisk country road chasing and only takes 14.53 liters of fuel after four kilometers of pushing to the next tank. 9.2 liters per 100 kilometers is far too much.

Markus Jahn

Invites you to a hearty country road burning: The Ducati 848 EVO.

It is improper and unusual for the 849 cubic twin to drink like that. But it may be that the spring fever that was budding in the tester provided an extra helping of full load. However, the very high performance characteristics of the short stroke lift ensure a constantly high speed level. The 848 always pushes properly, but it doesn’t really work in harmony. After all, there is enough power available up to 4000 rpm to gondola through towns in rush hour traffic, for example. But on the country road, in the important range of 5000 to 7000 tours, the twin can really hang. The rather weak pulling power, a long 6.1 seconds when accelerating from 50 to 100 km / h in the last gear, is unusual for a bike that has measured 137 hp. Since the gradations of the first three gears do not fit optimally either (the first is quite short, the gears two and three are quite long), you have to turn the gears very high during a forced ride and you have to operate the jittery and difficult to shift gear. When shifting up quickly, an intermediate idle often creeps in, especially when shifting in the upper speed range. The greatest evil, however, is the stiff clutch operation. It is incomprehensible why the engineers from Bologna fail to work out a suitable adjustment of the hydraulic actuation.

There is a risk of tendinitis on winding country roads, at least if milling is done correctly. This is not a big problem along the Ardèche, where the 848 is moved 90 percent in second gear, usually with a throttle valve opening degree between 70 and 100 percent. If the third one is used, it gets scary fast, you can see 160 km / h and more on the clock. Yes, from 7000 rpm the black pushes forward sharply. On an 1198, the fork bridge would jump in your face at the exit of every corner, on the EVO you can easily control the short straights with a neatly drawn inclined wheelie. The 848 has enough lard for a hearty country road burning. And it’s fun there too.

Single test: Ducati 848 EVO part 2

Markus Jahn

With a lot of pull and maximum pressure on the inner notch, the Ducati 848 EVO flies quickly through the curves.

Unfortunately, in addition to ergonomics, the Ducati 848 EVO was also given the suboptimal setup of the 1198. In other words: your fork which is too soft creates an inharmonious driving experience with the far too tightly sprung rear. While the fork plunges deeply when braking, the insensitive rear rattles restlessly over the asphalt. An anti-hopping clutch could help here. Nevertheless, provided that you first apply the brake lightly and then increase the brake pressure progressively, great deceleration values ​​can be achieved. For an athlete, the EVO manages an exceptional 9.8 m / s2 with perfect braking, which corresponds to a braking distance of only 39.2 meters from 100 km / h. This also proves how well the brake can be controlled. And allows a pretty cheeky driving style.

The fact that the Ducati 848 EVO is not the handiest burner under the sun, despite its live weight of only 196 kilograms when fully fueled, is only noticeable when you drive it classically, i.e. with knee closure and quite passively. Then it asks for a pronounced steering impulse in order to angle and fall into a lean position. However, if you force it to follow the aggressive superbike riding style of the 1198, so you spice it up with a lot of pull on the handlebars and maximum pressure on the inner peg, almost standing in the saddle from side to side, then it begins to fly almost nimble through changing curves.

This driving style is more strenuous, but also more satisfying. And appropriate to the lively V2. After all, the Ducati 848 EVO is a "small", but at least a real Ducati superbike. And with 13500 euros plus ancillary costs, it is significantly cheaper than the big bad sisters.

16 Pictures

Pictures: Single test: Ducati 848 EVO

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PS judgment / pros and cons

Markus Jahn

Twelve screws in three sizes and two clips have to give way to expose the battery of the Ducati 848 EVO.

PS judgment:
Motorcycles like the 848 EVO really turn me on. I love to squeeze out these underdogs and get the big guys upset. Here I am the boss and not the motorcycle. I am happy to accept the inharmonious set-up and adjust to the bike. For me the 848 is not a black sheep, but black and sharp.

Per:
inconspicuous appearance despite high impact and good sport potential on the country road, very easy to dose brakes with the best effect, good running smoothness and great sound, typical Ducati feeling, a lot of lean angle, DDA (data recording) available for 325 euros overload.

Cons:
Difficult-to-use clutch, wobbly gearbox, fork that is too soft, suspension strut adjustment that is too tight, uncomfortable seating position for longer distances, DTC (traction control) not available for an extra charge, short range.

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Pictures: Single test: Ducati 848 EVO

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Technical data / measured values

Manufacturer

Dynamic and thirsty: The Ducati 848 EVO.


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Power on the crankshaft, measurements on Dynojet roller dynamometer 250

Technical specifications:

Drive:
Two-cylinder 90-degree V-engine, four valves / cylinder, 96 kW (131 PS) at 10,500 rpm *, 98 Nm at 9750 rpm *, 849 cm³, bore / stroke: 94.0 / 61.2 mm, compression ratio: 13.2: 1, ignition / injection system, 60 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Steel space frame, steering head angle: 65.7 degrees, caster: 97 mm, wheelbase: 1430 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 127/120 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Pirelli Diablo Supercorsa "SP", 320 mm double disc brake with four-piston fixed callipers at the front, 245 mm single disc with two-piston fixed calliper at the rear

Measurements and weight:
Length / width / height: 2080/780/1100 mm, seat / handlebar height: 820/850 mm, handlebar width: 670 mm, 196 kg fully fueled, v./h .: 49.6 / 50.4%

Rear wheel power in last gear:
92.5 kW (126 PS) at 260 km / h **

Consumption:
Fuel type: Super unleaded. Average test consumption: 9.2 liters / 100 km, tank capacity 14.5 liters, range: 157 km

Base price:
13,500 euros (plus additional costs)

Acceleration** Draft **

Top speed *

0-100 km / h

0-150 km / h 0-200 km / h 50-100 km / h 100-150 km / h 3.3 s 5.7 s 9.3 s 6.1 s 6.5 s 271 km / h

* Manufacturer information ** PS measurement

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Pictures: Single test: Ducati 848 EVO

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